Equalizing mechanism



Patented Sept. 3, 1940 ENT OFFHCE EQUALIZING MECHANISM Application June 1, 1938, Serial No. 211,298

7 Claims. (01. 188204) This invention relates to the art of brakes and more particularly to an equalizing mechanism therefor.

In prior brake constructions, there has been considerable dlmculty in equalizing the pressure on all four brakes, and in maintaining the maining brakes in operating condition, if something goes wrong with one or more of the other brakes. I have found that both of these objec- 10 tions can be overcome by the simple mechanism illustrated and described herein.

It is, therefore, an object of my present invention to provide a new and improved equalizing mechanism.

It is another object to provide means to prevent the non-application of the brakes if something happens to one brake or cable.

It is a further object to provide a safety factor which allows the brakes to be applied in case something goes wrong with one or more of the other brakes.

With the above and other objects in view which will be apparent as the description proceeds, I have set forth my invention in the following specification and have illustrated it in the accompanying drawing in which:

Figure l is a vertical elevation of my improved. equalizing mechanism and related parts;

Fig. 2 is a vertical section on the line 2-2 of Fig. 1; and

Fig. 3 is a vertical section on the line 3-3 of Fig. 2.

Referring to the accompanying drawing, and particularly to Fig. 1 thereof, I have disclosed my improved brake equalizing mechanism it, in-

cluding a pair of double arms H and 52, a cross shaft l3 and a locking pin i l.

Arm M terminates in yokes i5 and it to which are secured the cables or links H and i8, respec- 0 tively, for transmitting the movements of the arm 3 E to the left rear and right rear brakes, respectively.

Arm E2 terminates in similar yokes 2i? and 2! to which are likewise secured the cables or links 5 22 and 23, respectively, for transmitting the movements of the arm E2 to the left front and right front brakes, respectively.

The brake applying and brake releasing impulses are conveyed to the arms ii and 12 through 50 an arm 2% that is pinned at 25 to the cross shaft 53, which in turn transmits the impulse to the arms El and 152.

Cross shaft 53 is mounted in any suitable hearings 253 and 22' which are herein shown as be- 55 ing carried by a plate 28.

Cross shaft 53 is provided with an enlargement 39 between the bearings 26 and 2?. This en largement to is threaded internally at 3! and to receive correspondingly threaded portions 33 and 3 3 on the arms ll and I2. Threaded por- 5 tions 33 and 3 are each provided with square slots 35 and St at their extreme ends to receive a locking pin it. The latter is inserted in place through the opening provided for an Alemite fitting 37 after the arms l l and 52 have been 10 threaded into engagement with the cross shaft 13 at 3! and 32, respectively.

When the parts are assembled, arms H and I2 are screwed into the cross shaft I3 so as to leave about between the cross shaft and cor- 16 responding shoulders 38 and ill on arms H and E2, to allow the arms to have a limited freedom of movement upon the threaded portions 33 and 3d. The latter is limited, however, by the relative size of locking pin I 4 and the square slots 20 35 and 36.

In practice, it has been found that if the arms ll and i2 are given sufiicient clearance to permit outer ends to move about A. closer to or farther from a vertical plane passing through the axis of 25 the cross shaft l3, by the turning of the threaded portions 33 and 34, respectively, in their threaded sockets 3i .and 32, that will provide sufiicient equalization to keep the brakes in perfect adjustment. Furthermore, if one of the brakes or cables 30 should break for any reason whatsoever, the action of the other brakes would not be interfered with, since this movement is limited to a predetermined amount, such as A".

It should be noted that the pin M, which is 35 square in cross-section, is not intended to limit the equalizing action, but merely to act as a safety factor in case something happens to one of the cables or brakes.

The threaded sections 33 and M on arms I i and i2, respectively, enable them to always maintain their proper relation with respect to the center line of the cross shaft l3.

Furthermore, the threaded surface gives: twice as much bearing surface as would be obtained were these surfaces smooth.

Grease is forced into the Alemite fitting 31 to lubricate the hearings on the threaded portions 33 and 34.

Although the parts may be made in any desired way, I prefer to utilize forgings for the arms H and I2 and cross shaft [3.

It will, therefore, be apparent that I have developed a simple and mechanically correct means of equalizing four brakes and providing a safety factor in case anything happens to one of the cables or brakes.

As many apparently Widely different embodiments of this invention may be made without departing from the spirit thereof, it is under stood that I do not limit myself to the foregoing embodiments or description except as indicated in the following claims.

I claim:

1. In a brake equalizing mechanism, the combination of a cross shaft which receives the brake actuating impulse, a pair of actuating arms for transmitting the brake actuating impulse to the brake connections, and means passing through the actuating arms for preventing more than a predetermined. relative movement between the actuating arms and the cross shaft.

2. In a brake equalizing mechanism, a combination of a cross shaft which receives the brake actuating impulse, a pair of actuating arms for transmitting the brake actuating impulse to the brake connections, and means passing through the actuating arms for insuring the application of the remaining brakes if seine but not all of the brake connections should fail to function.

3. In a brake equalizing mechanism, the combination of a cross shaft which receives the brake actuating impulse, a pair of actuating arms threaded into engagement with the cross shaft for transmitting the brake actuating impulse to the brake connecting means, recesses in the ends of such threaded portions, and a locking pin inserted in said recesses.

e. The brake equalizing mechanism of claim 3, in which the locking pin is at right angles to the threaded portions of the arms.

5. The brake equalizing mechanism of claim 3, in which the locking pin is of rectangular crosssection.

6. The brake equalizing mechanism of claim 3, in which the locking pin is square in cross-section and has a clearance of not over one-thirtysecond inch from the sides of the recesses.

7. The brake equalizing mechanism of claim 3, in which the locking pin is inserted through the opening provided for an Alemite fitting before the latter is inserted, said Alemite fitting also lubricating the threaded portions.

JESSE G. HAWLEY. 

